Internal combustion engine



Mam]! 1933- v A. A. REIMANN ,900,762

7 INTERNAL COMBUSTION ENGINE Filed May 17, 1930 2 Sheets-Sheet 1 @ymy March 7, 1933. A. A. REIMANN INTERNAL COMBUSTION ENGINE Filed May 17, 1930 2 Sheets-Sheet 2 INVENTOR.

H. H. REIFTIHNN A TTORNEYS.

Patented Mar. 7, 1933 UNITED STATES ARTHUR A. REIMANN, OF OAKLAND, CALIFORNIA INTERNAL COMBUSTION ENGINE Application filed May 17, 1980. Serial No. 458,318.

This invention relates to improvements in internal combustion engines, and serves the purpose to use as motor fuel any combustible liquid or any combustible gas; but particularly raw crude oils or coal tar by-products. This invention employs means by which above mentioned fuels may be burned in low compression type internal combustion engines.

The principal object of this invention is to produce an engine wherein heavy oils may be employed as amotor fuel in contra-distinction to the light oils such as gasoline.

A further object is to produce a device of this character which may be employed with the ordinary internal combustion en- "1118. b A further object is to produce a deviceof this character which is economical to manufacture and one which does not introduce mechanical difficulties.

A further object is to produce a device wherein the engine may be started with a light fuel, and as soon as running it may be switched over to the heavy fuel, thus making starting easy.

A further object is to produce a device which may be readily controlled.

A further object is to produce a device 30 having uniform efliciency at various speeds.

Other objects and advantages will be apparent during the course of the following description.

In the accompanying drawings forming a 35 part of this specification and in which like numerals are employed to designate like parts throughout the same,

Figure I is a cross-sectional view of my atom'zer as the same would appear when at- 4 tached to a cylinder, cylinder being shown in fragmentary cross section,

Fig. II is a fragmentary side elevation of a p ston constructed in accordance with my invention,

Figure III is a diagrammatic view illustrating the operation of my device,

Figure IV is a cross sectional view of a two-way valve.

In the accom anying drawings wherein for 50 the purpose 0 illustration is shown a preferred embodiment of my invention, the numeral 5 designates a piston which is adapted to be reciprocated in a cylinder 6 having the customary cooling jacket 7. The head of-the cylinder is shown at 8, the exhaust valve at El 9, and the cooling jacket for the head at 11. The construction thus far is found in all engines and forms no part of my invention. In Figure II it is noted that the piston 5 is provided with a cross channel 12 which chan- 66 nel is in alignment with a port 13 formed in the side of the cylinder 6. This port 13 registers with a port 14 formed in the atomizer casting 16. The piston 17 reciprocates in a bore 18. The manner of reciprocating the piston 17 is through a link pivoted to the bearing 19 formed upon the end of the piston. A bore 21 is formed in the piston 17, and is in such a position that when the piston is in the position of Figure I, the bore will connect with the port 14, and channel 22 connects the bore 21 with an air passage 23 formed in the casting 16. This passage 23 receives air from a pocket 24 formed by a gasket 26, held on the end of the casting 16 by a head27.

A jacket 28 surrounds the head 27 and provides a water cooling space 29. An intake port 31 is adapted to deliver compressed air to the bore 18 in such a manner that this compressed air may be further compressed by the piston 17. A fuel line is connected to the boss 32, a two-way valve is connected to the gasoline line K and to the oil line from the regulating valve I in such a manner that fuel will flow through the bore 33, thence through the bore 21 when the piston is in its lowermost position, thence through the bore 34 from which point it may return in a suitable pipe back to the source of supply. The result of this construction is that when compressed air is delivered by one of the pistons to the port 31, and assuming that the piston 17 is in its lowermost position, this compressed air will be trapped in the'bore-18 at a point above the piston 17 At the same time, oil passing from the feed line and passing through the bore 21 will be trapped therein upon the upward movement of the piston. When the piston has reached the upper limit l of its travel this compressed air will have been further compressed into the chamber 24, and passage 23. As soon as this piston reaches its upper limit the bore 21 will be in alignment with the port 13 and 14, and as a consequence the compressed air will rush through the ports and into the piston space 12. This rushing of air will suck out the oil in the bore 21, and in order to prevent a vacuum in the bore, I provide a bleeder channel 36 connecting the passage 22 and bore 21.

Referring to Figure III I have diagrammatically illustrated a four cylinder engine having four of my atomizers connected there to, in a diagrammatic illustration A, B, C, D. The fuel tank is shown above the diagram and has two compartments E and F. The compartment E is a gasoline compartment and the compartment F is a fuel oil compartment. The atomizer A is connected by a pipe a to the atomizer D and at a point which will correspond with the port 31 of Figure I. The atomizer D also has a pipe connection d which connects this atomizer with the atomizer A which corresponds with the port 31. In other words each pair of atomizers is cross connected with each other. The lowor connection to each atomizer is best shown in dotted lines in Figure I where the numeral 37 designates the lower connection of Figure III of each of the atomizers. This connection permits compressed air to pass from the port 14 into the pipe a and to be transferred to the port 31 of the atomizer, to which it is connected. The connection between the atomizer B and C are identical and therefore bear the same reference letters.

The cam shaft G preferably drives the pistons 17 of each of the atomizers and at the same time drives a fuel pump H. Consequently, fuel oil may pass from the tank F as indicated by the heavy black line and will flow in the direction of the arrows first thru the one stage of the pump H thence thru a regulating valve 1 and thence to the bore 33 of each atomizer at which time it will be picked up by the bore 21 when the same comes in alignment with the bore 33. Any excess fuel passing thru the bore 31 will pass outwardly thru the bore 34 and backwardly to the second stage 1 of the pump as indicated by dot and dash lines, from which second stage it will pass thru a check valve J back to the main fuel line. In order to easily start the motor Ihave shown in broken line K a gasoline feed whereby by employment of a twoway valve at each of the atomizers I may switch from gasoline to fuel oil as soon as the engine is underway.

It is to be understood that the form of my invention herewith shown and described is to be taken as a preferred example of the same and that various changes relative to the material, size, shape and arrangement of parts may be resorted to without departing from the spirit of the invention or the scope of the subjoined claims.

Having thus described my invention, I claim In combination with an internal combustion engine, of an atomizer comprising a casting having a bore formed therein, a piston adapted to reciprocate in said bore, an inlet passage to said bore whereby compressed air may be delivered to said bore,a pocket formed adjacent said bore, a passage formed in said casting and communicating with said pocket and with said bore, an angularly disposed channel formed in said piston and so arranged as to be brought into communication with said last mentioned passage when said piston is at the top of its stroke, a cross-bore formed in said piston, said cross-bore having communication with said channel, a bleederchannel connecting the spaced ends of said cross-bore and said channel, an inlet port formed in said casting and located so that said cross-bore will communicate therewith when said piston is at its lowest point of travel, and an atomizing port formed in said casting, said atomizing port communicating with said cross-bore, when said piston is at its highest point of travel.

In testimony whereof I affix my signature.

ARTHUR A. REIMANN. 

